Self-canceling vehicle direction signal means



Dec. 15, 1959 D. M. PEARL 2,917,725

SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS FiledJune 6, 1955 10 Sheets-Sheet 1 'MIWIIII INVENTOR.

Daniel M. Peal-L (Zita/racy Dec. 15, 1959 D. M. PEARL 2,917,725

SELF--CANCELING VEHICLE DIRECTION SIGNAL MEANS l0 Sheets-Sheet 2 Filed June 6, 1955 88 I "1/ 7 I04 M fl 48 INVENTOR' l Banzai/l1 Pear-l $244 M di lorvzgy Dec. 15, 1959 D. M. PEARL 2,917,725

SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS Filed June 6, 1955 10 Sheets-Sheet 5 IN V EN TOR.

Dana 61 M. Pea ii diiorrzg Dec. 15, 1959 D. M. PEARL SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS Filed June s. 1965 10 Sheets-Sheet 4 mmvrox. Daniel M Pea 2% BY CYZVOI'IZGJ Dec. 15, 1959 D. M. PEARL ssw-cmcraunc VEHICLE DIRECTION SIGNAL MEANS 10 Sheets-Sheet 5 Filed June 6, 1955 I I. u 2 m I i i I I a I 15, 19 9 I n. M. PEARL 2,917,725

SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS Filed June 6, 1955 10 Sheets-Sheet 6 INVENTOR.

Daniel/14. Pea/' 6 BY Cliiormgy Dec. 15, 1959 D. M. PEARL SELF-CANCELING VEHICLE DIRECTION szcmu. mums l0 Sheets-Sheet 7 Filed June 6, 1955 INVENTOR. Daniel/l4. Pearl 81' m altar/Lg p. M. PEARL 10 Sheets-Sheet 8 Filed June 6, 1955 INVENTOR. Hamel/H. Pea/'5 aiiomzfiy Dec. 15, 1959 D. M. PEARL 2,917,725

SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS Filed June 6, 1955 10 Sheets-Sheet 9 Flt-E42 IN VEN TOR.

Dani el/Vl. Pearl Dec. 15, 1959 D. M. PEARL 2,917,725

SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS Filed June 6, 1955 10 Sheets-Sheet 10 .550 FIGr47 568 6'08 58 59 5' saae gfi 590 78 am 1.- VIII/Ina 5:90 a A 600 90 5.92 612 o IN VEN TOR.

Daniel M. Pearl flfiarrzey United States Patent SELF-CANCELING VEHICLE DIRECTION SIGNAL MEANS Daniel M. Pearl, Skokie, Ill., assignor of fifty percent to Matthias J. Propst, Mundelein, 11].

Application June 6, 1955, Serial No. 513,521 10 Claims. (Cl. 340-56) This invention relates to self-canceling direction signal systems and mechanisms for automobiles and other vehicles, and this application is a continuation-in-part of my co-pending application Serial No. 243,611, filed August 25, 1951, entitled Self-Canceling Vehicle Directional Signaling Device, now US. Patent 2,710,317, granted June 7, 1955. An object of the invention is to provide a system of the character referred to which is capable of being mounted on all types and makes of automobiles, trucks, tractors, army tanks and other vehicles, irrespective of differences in construction and dimensions of the cooperating parts of the various vehicles.

A further object is to provide a system of the type referred to in which the self-cancellation is effected irrespective of the location of the directional lever on the vehicle.

An additional object is to provide a system of the character referred to in which the directional lever may be mounted independently of the steering column.

Another object is to provide novel self-canceling switch mechanisms.

It is also an object of the invention to provide an improved conversion kit incorporating a self-canceling directional signal system adapted to be expeditiously installed on all types and makes of vehicles.

' It is a further object of the invention to provide an improved directional signalling mechanism.

Further objects and advantages of the invention will appear as the description proceeds.

The invention will be better understood upon reference to the following description and accompanying drawings, in which:

Fig. 1 is a plan view showing a steering wheel, steering column, gear box and steering arm with which mechanism embodying features of the invention are assembled.

Fig. 2 shows a portion of the structure of Fig. 1 enlarged and in greater detail, including the automatic cancelin or shut-01f switch unit and the means for clamping it to the steering arm nut.

Figs. 3 and 4 are taken as indicated by the lines 3-3 and 4-4 in Fig. 2.

Fig. 5 is similar to Fig. 4 but shows details of the shut-ofi switch.

Figs. 6 and 7 are taken as indicated by the lines 6-6 and 7-7 in Fig. 5.

Figs. 8 and 9 show parts of the switch arm appearing in Fig. 5.

Fig. 10 is taken as indicated by the line 10-10 in Fig. 28 and shows further details of the shut-off switch. Fig. 11 is similar to Fig. 6 but shows a modified casing for the shut-off switch.

Fig. 12 is an enlarged elevational view of the directional lever and associated mechanism.

. Fig. 13 is taken as indicated by the line 13-13 in V Fig. 12.

Fig. 13.

2,917,725 Patented Dec. 15, 1959 Fig. 19.

Fig. 21 is taken as indicated by the line 21-21 in Fig. 20.

Fig. 22 is taken as indicated by the line 22-22 in Fig. 21.

Figs. 23, 24, 25, 26, and 27 are views taken as indicated by the lines 23-23, 24-24, 25-25, 26-26, and 27-27 in Fig. 20.

Fig. 28 is a schematic electric circuit diagram according to one form of the invention.

Figs. 29, 30 and 31 are schematic diagrams showing the arrangements of the parts of the lighting switch for neutral, left turn, and right turn positions, respectively, of the directional lever, and are to be considered in conjunction with Fig. 28.

Fig. 32 shows the directional lever and associated mechanism, with the lever in neutral position in full lines, in left turn position in dash lines, and in right turn position in dotted lines.

Fig. 33 is a schematic electric circuit diagram according to another form of my invention.

Fig. 34 is similar to Fig. 2 but shows a modification.

Fig. 35 is taken as indicated by the line 35-35 in Fig. 34.

Fig. 36 shows how the shut-01f switch may be mounted for operation by a steering mechanism such as is used in military tanks and tractors.

Fig. 37 shows a modified casing for the directional lever and associated mechanism.

Fig. 38 is taken as indicated by the line 38-38 in Fig. 37.v

Fig. 39 is taken as indicated by the line 39-39 in Fig. 38, but shows a modified mounting bracket.

Fig. 40 is a fragmentary schematic electric circuit diagram involving a modification of Figs. 28 and 33.

Fig. 41 is similar to Fig. 6 but shows a modified shutoif switch assembly.

Fig. 42 is an elevational view, partly schematic, of the same shut-off switch shown in Fig. 41, but shows a modified switch arm' structure.

Fig. 43 is similar to Fig. 41 but is taken on the line 43-43 in Fig. 42.

Fig. 44 is a sectional view taken on the line 44-44 in Fig. 43.

Fig. 45 is taken on the line 45-45 in Fig. 42.

Fig. 46 is an elevational view, with the stud in section, taken on the line 46-46 in Fig. 45.

Fig. 47 is a sectional view taken on the line 47-47 in Fig. 42, with the shut-ofi switch open and the switch arm in neutral position and the contact slider in a position it may occupy at the time of installation.

Fig. 48 is similar to Fig. 47 but shows the switch arm in a position it may occupy at the completion of a left turn of the steering wheel, so that one of the slider contacts has at least reached the fixed contact.

Fig. 49 is similar to Fig. 48 but shows the switch closed just before completion of the return of the switch arm to neutral position.

Fig. 50 is similar to Fig. 49 but shows the switch open and the switch arm fully returned to neutral position, touching one of the slider contacts.

Fig. 51 is a sectional View taken on the line 51-51 in Fig. 42.

Fig. 52 is similar to Fig. 51 but shows the springpressed elements somewhat mutually displaced.

Referring now more particularly to Figs. 1 to 10, there is provided a clamp formed of spaced straps 22 having angular midportions 24 adapted to engage opposite sides of the nut 25 conventionally found in automobiles and other motor vehicles for securing, with a lock washer 26, the steering gear arm 27 to a rock shaft 28 actuated by the steering gear indicated generally at 29, the straps being equipped with screws 30 and associated nuts 31 so that the clamp may be securely tightened on nuts 25 of various sizes. The straps 22 have inwardly turned lugs 32 engageable with the inner face 33 of the nut 25 to prevent separation of the clamp from the nut. The straps 22 have inwardly-offset lateral channels 34 adapted for disposition at the outer face of the nut 25 and in which are secured at 36 opposite legs 38 of a T-shaped mounting brace spider 40 fixed to a pivot stud 42 journaled in a flanged bushing 44 extending through the base 46 of a casing 47, including a cover 48 assembled with the base as by rivets 49, for housing a self-canceling or shutoff switch 50, details of which appear hereinafter, the stud 42 thus turning with the nut 25.

The switch 50 comprises a switch arm 52 including a plate 54 fixed to the pivot stud 42 and having at its free end a key-hole slot 56 for the reception of a wire spring 58 having an eye 60 at one end, fitting in the en arged portion 62 of the slot, and having its shank 64 arranged along the narrow portion 66 of the slot and projecting therebeyond to serve as a contact tip. Spring leaves 68 sandwich the slotted portion of the plate 54, and a rivet 70 passing through the leaves and the eye 60 holds the leaves and spring wire 58 in assembly with the plate. The leaves 68 are preferably locked against turning relative to the plate 54, as by means of prongs 72 projecting into holes 74 in the plate.

The switch 511 further comprises a stationary generally V-shaped contact unit with which the switch arm contact tip 64 cooperates. The contact unit 80 is laminated and consists of an outer contact strip 84 insulated by an insulating strip 88 from a preferably metal wear resisting or bearing strip 92. The contact unit 80 has a preferably central neutral notch 94 flanked by oppositely sloping lateral cam lugs 96 and 98, in turn flanked by end notches 100 and 102. Rivets 104 anchor the contact unit 80 to the casing base 4-6, one of the rivets being connected to a terminal 106. The insulating strip 88 is flanged at 108 about the rivets 104, insulating them from the wear or hearing strip 92, and insulating washers 110 insulate the other ends of the rivets from the base 46, and thus the contact strip 84 and terminal 106 are insulated from the casing 48. The lugs 96 and 98 are disposed in the path of swinging movement of the switch arm spring contact tip 64, and the operation of the switch 50 will appear as the description proceeds.

A modified casing 112 (Fig. 11), constructed to be moisture-proof, may include a soft resilient rubber gasket 113 engaging the casing base 114 and extending about the switch 50 and having a plurality of slots 115 adapted to register with slots 116 through the base, and a cover 118 provided with tongues 121 forced through the gasket slots and passing through the base slots and clinched as at 122 against the outer face of the base, the rim of the cover between the tongues tightly engaging the gasket so that the casing is in effect hermetically sealed.

The manual directional switch assembly is shown generally at 126 (Figs. 1 and 12 to 17), and comprises a casing 127 formed of two cover parts 128 and 129 fastened together as by a screw 130 and affording an opening 131 through which passes an actuating lever 132 within convenient reach of the drivers hands, the opening being sutficiently large to allow clearance for manual movement of the lever by the driver as the vehicle is to make a left turn or a right turn. The cover parts 128 and 129 may be formed to provide together an arcuate recess 135 for more or less closely receiving a steering column 136 (Fig. 1), and the cover part 129 is preferably, formed with an arcuate groove 137 (Figs. 13, 14) to receive the intermediate portion of a resilient or flexible clamping band 138 confined in the groove when the cover parts are fastened together, the end portions 139 of the band being adapted with the cover to more or less completely embrace the steering column. The end portions 139 of the band 138 may be slotted as at 140 to selectively receive angle brackets 141 which may be drawn toward each other as by a bolt 142 and nut 143 to adjustably clamp the casing 127 to steering columns of various diameters.

The actuating lever 132 has a hub 144 (Figs. 13, 14, 15) within the casing 127, the hub being journaled about the screw 130, the inner end 145 of the lever carrying an axle 146 on which is mounted a roller 147 adapted for cooperation with a latch 148 secured to an armature 149 hinged at 151 to a magnet frame 151 mounted in the easing cover part 129. The magnet frame 151 carries a coil magnet 152 comprising a coil 153 from which extend two wire-receiving terminals 154 and 156. Springs 158 connected to the ends 160 of the latch 148 and to a bracket 162 fixed as at 163 to the casing 127 constantly urge the latch toward the roller 147, so that, when the magnet coil 153 is deenergized, the springs hold the latch in contact with the roller 147, the latch having a central notch 164 in which the roller is received in response to the pull of the springs when the lever 132 is in neutral position (Fig. 14, with latch in dot-dash position).

When the lever 132 is moved in the direction to signal a left turn (i.e., counter-clockwise), the roller 147 exerts a camming force on the tapered wall 166 of the notch 164, forcing the latch 148 to swing toward the magnet 152 against the resistance of the springs 158. Thereupon, as the lever 132 continues to turn, the roller 147 rides along the arcuate edge 168 extending from the notch wall 166, and, when the roller reaches the outer end of said edge, the springs 158 snap the latch 148 away from the magnet and cause the roller to ride along the tapered wall 170 of and into the end notch 172 of the latch, so that the latch then acts as a detent to yieldably retain the lever 132 in the position to which it has been turned by the driver.

When under the circumstances just set forth the magnet coil 153 is energized, the latch 148 is rocked about the hinge 151i toward the magnet 152, thus releasing the roller 147 from the latch, whereupon a spring 174 (hereinafter described) returns the lever 132 to neutral position. It is apparent that, before the coil 153 is energized, should the driver wish to return the lever 132 to neutral position, he may do this manually, whereupon the roller 147, exerting a camming effect on the tapered wall 170 of the end notch 172, will force the latch 148 to yield against the resistance of the springs 158 to eventually locate the roller in the neutral notch 164 of the latch. The opera tion for a right turn is identical with that just described, except of course that the lever 132 is turned clockwise and the roller-engaging walls 176 and 178 and arcuate edge 181) and end notch 182 of the latch 148 come into play.

Also located within the casing 127 is a lighting switch unit (Figs. 13, 14, 16, 18 to 25) including a slide assembly 192 having a pin 194 projecting in a slot 196 in the inner end 145 of the lever 132. The switch unit 190 comprises a casing 198 including a cup-like cover 199 and a contact base 200 having a peripheral ledge 201 on which the cover rim seats and also having notches 202 for the reception of feet 203 extending from the rim, said feet being clinched inward against the bottom of the base. The casing 198 contains the slide assembly 192 and is secured as at 204 to the bracket 162 and has in its central portion or web 205 a central longitudinal slot 206 through which the pin 194 projects, and also having tongues 208 and 209 disposed centrally at the ends of and projecting inward from the slot. The slide assembly 192 includes a block 210 of insulating material in sliding'engagement with the casing 198 and having a central longitudinal upper slot with relatively narrow ends 216 in which the tongues 208 and 209 project and a rela tively wide intermediate portion 218 in which the coil spring 174 seats, the latter portion being located in an upwardly extending projection 220 of the block.

The block projection 220 has upwardly extending longitudinal marginal ribs 222 between which the web 224 of a plate 226 fits, and also has end notches 228 in which fingers 230 extending transversely from said web are clinched, thus interlocking the block 210 and plate. The pin 194 is riveted to the plate web 224, and the' cover tongues 208 and 209 pass through alined opposite longitudinal web slots 232 registering with the slot ends 216 in the block 210, the tongues being disposed at the ends of the spring 174, which is selectively compressed between one or the other of the tongues and the opposite end of the slot 218 as the slide assembly 192 is moved in one direction or the other pursuant to swinging of the lever 132 from neutral position.

The lower portion 236 of the block 210 is recessed at 237 for the floating reception of tongues 238 projecting from the ends of two switch plates 240 and 242 and from a substantially straight switch plate 244, and has three pockets 246 containing compressed coil springs 248 engaging intermediate portions of the three switch plates. The switch plate 240 is formed with three dents 250, 252 and 254, the switch plate 242 with three dents 256, 258 and 260, and the switch plate 244 with two dents 262 and 264. p

The contact base 200 is provided with a longitudinal marginal series of three contacts 278, 280 and 282 arranged below the line of the two marginal dents 262 and 264 of the switch plate 244; with a longitudinal central series of four contacts 284, 286, 288 and 290, arranged below the line of the two central dents 254 and 260 of the switch plates 240 and 242; and with a longitudinal marginal series of five contacts, 292, 294, 296, 298 and 300 arranged below the line of the four marginal dents 250, 252, 256 and 258 of the latter two switch plates. The base contacts 284 and 294 are joined by a conductor 301, the base contacts 290 and 298 are joined by a conductor 302, the base contacts 278 and 282 are joined by a conductor 303, and the base contacts 292 and 300 are joined by a conductor 304.

Referring now more particularly to Figs. 28 to 31, a wire 306 extends from the base contact 280 to the magnet coil terminal 154, the other terminal 156 of the magnet coil 153 being connected by wires 307 and 308 to the hot side 309 of the vehicle battery 310, the negative 312 of the battery being grounded at 314. A wire 320 connected to the base contact 278 leads to the terminal 108 of the contact unit strip 84. A wire 324 leading from the magnet coil terminal 156 is connected to the movable element 326 of the vehicle stop (brake) switch 328, the stationary contact 329 of which is connected by a wire 330 to the base contact 300.

The wires 307 and 308 are connected to a terminal 333 leading from the hot contact 334 of a Tungsol flasher unit 336, a second contact 338 of which is connected to a wire 340 joined to a terminal 342 of a socket 344 (Figs. l3, 16) for a tell-tale lamp 346 (Fig. 12), said socket being mounted in and grounded by means of a bracket 347 secured as at 348 within the casing 127, and the third contact 350 of the flasher unit is connected by a wire 351 to the base contact 296. The glow of the tell-tale lamp 346 may be seen by the driver through the window 354 in the casing 127.

The base contacts 286 and 288 are connected by wires 400 and 402 to the front left and right directional light sockets 408 and 410, respectively, the base contacts 284 and 294 are connected by a wire 412 to the rear left directional and stop light socket 420, and the base contacts 290 and 298 are connected by a wire 414 to the rear right directional and stop light socket 422, the lamps for'the'latter two sockets also serving as stop lights, as

will appear.

When the lever 132 is in neutral position (Fig. 29, full and dot-dash lines in Fig. 28, and full lines in Fig. 32): The dents 262 and 264 on the switch plate 244 are disposed between the base contact 280 and the base contacts 278 and 282, thus spacing all of said contacts from said switch plate; the position of the arm 52 of the selfcancelling switch 50 may vary, depending on whether the car is on a neutral course or is turning, but in any event said arm can have no eifect while the contact 280 is not connected to either of the contacts 278 and 282, since then the circuit through the magnet coil 153 is open; the base contacts 292 and 294 are connected by the dents 250 and 252 on the switch plate 240, and the base contacts 298 and 300 are connected by the dents 256 and 258 on the switch plate 242; so that, when the brake switch 328 is closed, circuits are completed to the left and right rear directional and stop lights 420 and 422. Thus the lights 420 and 422 will operate upon the braking of the vehicle notwithstanding neutrality of the actuating lever 132.

The position of the actuating lever 132 does not affect the parking lights nor the tail lights since all of said lights are manifestly under the control of the dash switch.

When, in anticipation of a left turn of the vehicle, the driver turns the actuating lever 132 counter-clockwise, the lever roller 147 cams the latch 148 toward the magnet 152 against the resistance of the springs 158 until the roller snaps into the position shown in Fig. l5, and at the same time the lever actuates the pin 194 to move the slide assembly 192 in the direction of the arrow 424 (Fig-28) to a position to produce the following results (Fig. 30, full and dash lines in Fig. 28, and dash lines in Fig. 32): The spring 174 is compressed betwen the cover tongue 209 and the opposite end of the spring slot 218; the switch plate 244, through its dents 262 and 264, establishes connection between the base contacts 280 and 282 to place the magnet coil 153 in circuit with the contact strip 84 of-the switch 50; the switch plate 240, through its dents 250, 252 and 254, establishes connection between the base contacts 294, 296 and 286, thus placing the left front directional and lights 408 and 420 in circuit with the flasher unit 336, so that the lights will blink and the switch plate 242, through its detents 256 and 260, establishes connection between the base contacts 290 and 300, thus ma'ntaining the circuit to the right directional and stop light 422, so that, if the brake switch 328 is closed, the right stop light will glow continuously. As the steering wheel 430 (Fig. 1) and vehicle turn left, the steering arm nut 25 and the switch arm 52 likewise turn. The inner (inactive) face 432 of the contact strip unit lug 96 lies in the path of this movement of the switch arm tip 64 (Figs. 5, 10, 28) which, being resilient, is flexed camwise and snaps past and clear of said lug and into the end notch back to its initial level, where it remains until completion of the turn by the vehicle.

When the driver thereupon turns the steering wheel 430 clockwise for the purpose of arranging the vehicle on a neutral course in the new direction, the steering arm nut 25 and consequently the switch arm 52 are similarly moved. Immediately or shortly after the commencement and before the completion of this neutralizing movement of the steering wheel 430, the switch arm contact tip 64 engages the live face 434 of the contact strip unit lug 96, closing a circuit through the base contacts 282 and 280 to the magnet coil 153, which thereupon retracts the latch 148 clear of the lever roller 147 (i.e., from the dot-dash line position to the full line position, Fig. 14), whereupon the spring 174 is freed of the retaining influence of the latch and immediately expands and snaps the lever 132 and slide assem' bly 192 to neutral positions, in which the switch plates 240, 242 and 244 are again arranged asshown in Fig. 29, with the base contact 280 unconnected to either of the'base' contacts 278 and 282, thus opening the circuit tothe magnet coil to thereby release the latch, which thesprings 158' then snap away from the magnet 152 and toward the roller to the dot-dash line position shown in Fig. 14, so that the roller is again lodged in the neutral notch 164 of the latch. Immediately thereafter, as the clockwise rotation of the steering wheel 430 continues toward neutral position, the switch arm contact tip 64 snaps free of the contact face 434 of the lug 96 to its initIal level in the neutral notch 94 (Fig. 10) and is centrally located relative to the lugs 96 and 98 when the vehicle is again on a neutral course in its new direction.

When, in anticipation of a right turn of the vehicle, the driver turns the actuating lever 132 clockwise, the lever roller 147 cams the latch 148 toward the magnet 152 against the resistance of the springs 158 until the roller snaps into the latch notch 182, and at the same timethe lever actuates the pin 194 to move the slide assembly 192 in the direction of the arrow 426 (Fig. 28) toa position to produce the following results (Fig. 31, full and dotted lines in Fig. 28, and dotted lines in Fig. 32): the spring 174 is compressed between the cover tongue 208 and the opposite end of the spring slot 218; the switch plate 244, through its dents 262 and 264, establishes connection between the base contacts 278 and 280 to place the magnet coil 153 in circuit with the contact strip 84 of the switch 50; the switch plate 240, throughitsv dents 254 and 252, establishes connection between the base contacts 284 and 292, thus maintaining the circuit from the brake switch 328 to the left stoplight 420 so that said light will glow continuously when the brake switch is closed; and the switch plate 242, through its dents 260, 256 and 258, establishes connection between the base contacts 288, 296 and 298, thus placing the right front directional light 410 and the right directional and stop light 422 in circuit with the flasher unit 336, so that both lights will blink. As the steering wheel 430 and vehicle turn to the right, the steering arm nut 25' and the switch arm 52 likewise turn, with the result that the switch arm contact tip 64 is cammed inward by the inner (inactive) face 436 of the contact unit lug 98 and snaps into the end notch 102 back to its initial level, where it remains until completion of the turn by the vehicle.

When the driver thereupon turns the steering wheel 430 counter-clockwise for the purpose of arranging the vehicle on a neutral course in the new direction, the steering arm nut 25 and the switch arm contact 52 are similarly moved. Immediately or shortly after the commencement and before completion of this neutralizing movement of the steering wheel 430, the switch arm tip 64; engages the live face 438 of the contact unit lug 98, closing a circiut through the base contacts 278 and 280 to the magnet coil 153, which thereupon retracts the latch 148 clear of the lever roller 147 (Fig. 14), whereupon the spring 174 is freed of the retaining influence of the latch and immediately expands and snaps the lever 132 and, the slide assembly 192 to neutral positions (Figs. 14 and 29), thus opening the circuit to the magnet coil to thereby release the latch, whch the springs 158 then snap away from the magnet 152 and toward the roller 147 to the dot-dash line position shown in Fig. 14, so that the roller is again lodged in the neutral notch 164 of the latch. Immediately thereafter, as the counter-clockwise rotation of the steering wheel 430 continuestoward neutral position, the switch arm tip 64 snaps free of the contact face 438 of the lug 98 to its initial level in the neutral notch 94 and is centrally located relative to the lugs 96 and 98 when the vehicle is again on a neutral course in its new direction.

The apparatus justdescribedis-adapted for use on vehicles asv standard equipment. provision for directionalsignalng, the major portion of the above described apparatus may be incorporated in the vehicleby substituting left and right front double 1 filament lamp socketsand double filament lamps: for the single filament left and right front (parking) sockets and single filament lamps therefor, one lamp at each side serving as a parking light and the other at that side as a directional'light, or by installing, separate and apart from the parking lights already on a vehicle, a set' of front left and right directional light sockets and lamps therefor.

A switch 50 and associated clamp mechanism at the steering arm nut 25, and the casing 127 and contents thereof, together with the various wires to be connected, may be furnished as a kit to the installer who may pro vide his own flasher unit 336, and the separate wire 308 may be furnished by the installer or by the kit manufacturer, and the kit will include in one harness, the nine wires, namely 307, 324, 330, 340, 351, 400, 402, 412 and 414, whose outer ends are to be connected by the installer, the harness of nine wires extending from the casing 127 through the opening 439 therefor and such a kit, being named'according to the number of wires in the harness, is accordingly termed a 9-wire, conversion kit.

in a kit which includes as apart thereof a flasher unit.

336, the flasher unit will be located in the casing 127, so that the wires 34% and 351 Will not extend from the casing and thusthe installer need not concern himself with the wires 340 and 351. Such a kit is accordingly termed a 7-wire conversion kit.

In the case of a vehicle having no provision for directional s'gnaling, where the owner does notwish to disturb his parking light, tail light and stop light equipment and wiring therefor, a kit such as that about to be described (Fig: 33) may be installed, including two front singlefilament direct onal light sockets 440 and 442, one for the left and the other for the right, and lamps therefor, and two rear single-filament directional light sockets 444 and 446, one for the left and the other for'the right, and

lamps therefor, the several sockets to be mounted in appropriate positions on the vehicle and, with the remainder of the kit, to become a part of the vehicle assembly. To the extent that this system is identical with the system hereinabove described, identical reference numerals are used.

The hot side 309 of the battery 310 is'connected by a wire 308 to the hot contact 334 of the flasher unit 336, and by a wire 307 to the magnet coil 153, and the left front-and left rear directional light'sockets 440 and 444 are connected by wires 448'and 450 to the base contact 286. The right front and right rear drectional light sockets 442 and 446 are connected by wires 452 and 454 to the base contact 288. Inasmuch as this system is completely independent of'the parking, tail and stop lights and brake switch and other controls therefor, the base contacts 284, 290, 292, 294, 298 and 308 (Fig. 28) serve no purpose and accordingly are not used in this system and are ignored in this descript on.

When, in anticipation of a left turn of the vehicle, the driver turns the actuating lever 132 counter-clockwise, the lever roller 147 cams the latch 148 and snaps into the position shown in Fig. 15, and at the same time the lever actuates the pin 194 to move the slide assembly 192 in the direction of the arrow 424 (Fig. 33) to a position to produce the following results (Fig. 30, full and dash lines in Fig. 33, and dash lines in Fig. 32): the spring 174 is compressed between the cover tongue 209 and the opposite end of the spring slot 218; the sw tch plate 244, through its dents 262 and 264, establishes connection-between the base contacts 280 and 282 to place the magnet coil 153 in circuit with the contact strip 84 of the switch 50; and the switch plate 240,- through its dents 254'and 252, establishes connection between the base contacts 286 and 296, thus placing both the left For vehicles lacking front and the left rear directional lights 440 and 444 in circuit with the flasher unit 336, so that these two lights will blink. As the steering wheel 430 and vehicle turn left, the steering arm nut 25 and consequently the switch arm 52 likewise turn. The inner (inactive) face 432 of the contact strip unit lug 96 cams the switch arm contact tip 64 inward and then the tip springs into the contact unit end notch 100 back to its original level, where it remains until completion of the turn of the vehicle.

When the driver thereupon turns the steering wheel 430 clockwise for the purpose of arranging the vehicle on a neutral course in the new direction, the steering arm nut 25 and consequently the switch arm 52 are similarly moved. Immediately or shortly after the commencement and before completion of this neutralizing movement of the steering wheel 430, the switch arm contact tip 64 engages the live face 434 of the contact unit lug 96, closing a circuit through the base contacts 282 and 280 to the magnet coil 153, which thereupon retracts the latch 148 clear of the lever roller 147 (Fig. 14), whereupon the spring 174 is freed of the retaining influence of the latch and immediately expands and snaps the lever 132 and slide assembly 192 to neutral positions, thus opening the circuit to the magnet coil to thereby release the latch, which the springs 158 then snap away from the magnet 152 and toward the roller to the dot-dash line position shown in Fig. 14, so that the roller is again lodged in the neutral notch 164 of the latch. Immediately thereafter, as the clockwise rotation of the steering wheel 430 continues toward neutral position, the switch arm contact tip 64 snaps free of the contact face 434 of the lug 96 to its initial level in the neutral notch 94 (Fig. 10) and is centrally located relative to the lugs 96 and 98 when the vehicle is again on a neutral course in its new direction.

When, in anticipation of a right turn of the vehicle, the driver turns the actuating lever 132 clockwise, the lever roller 147 snaps into the latch notch 182, and at the same time the lever actuates the pin 194 to move the slide assembly 192 in the direction of the arrow 426 (Fig. 33) to a position to produce the following results (Fig. 31, full and dotted lines in Fig. 33, and dotted lines in Fig. 32): the spring 174 is compressed between the cover tongue 208 and the opposite end of the spring slot 218; the switch plate 244, through its dents 262 and 264, establishes connection between the base contacts 278 and 280 to place the magnet coil 153 in circuit with the contact strip 84 of the switch 50; and the switch plate 242, through its dents-260 and 256, establishes connection between the base contacts 288 and 296, thus connecting both the right front and rear directional lights 442 and 446 in circuit with the flasher unit 336, so that these two lights will blink. As the steering wheel 430 and vehicle turn to the right, the steering ann nut 25 and consequently the switch arm 52 likewise turn, with the result that the switch arm contact tip 64 is cammed by the inner (inactive) face 436 of the contact unit lug 98 and snaps into the end notch 102 back to its initial level, where it rema ns until completion of the turn by the vehicle.

' When the driver thereupon turns the steering wheel 430 counter-clockwise for the purpose of arranging the vehicle on a neutral course in the new direction, the steering arm nut 25 and the switch arm 52 likewise turn. Immediately or shortly after commencement and before completion of this neutralizing movement of the steering wheel, the switch arm contact tip 64 engages the live face 438 of the contact unit lug 98, closing a circuit through the base contacts 278 and 280 to the magnet coil 153, which thereupon retracts the latch 148 clear of the lever roller 147 (Fig. 14), whereupon the spring 174 is freed of the retaining influence of the latch and immediately expands and snaps the lever 132 and the slide assembly 192 to neutral positions (Figs. 14 and 29), thus opening the. circuit to the magnet coil to thereby release the latch, which the springs 158 then snap away from the 10 magnet 152 and toward the roller 147 so that the roller is again lodged in the neutral notch 164 of the latch. Immediately thereafter, as the neutralizing motion of the steering wheel continues, the switch arm tip 64 snaps free of the contact face 438 of the lug 98 to its initial level in the neutral notch 94 and is centrally located relative to the lugs 96 and 98 when the vehicle is again on a neutral course in its new direction.

If the vehicle owner supplies the flasher unit 336, the kit just described will be a 6-wire conversion kit, including the separate wire 308 and, in its harness, the connecting wires 307, 320, 340, 351, 450, and 454. If the flasher unit is included in the kit, it will be located in the casing 127 and the kit will be a 4-wire conversion kit, including the connecting wires 307, 320, 450 and 454.

In the circuits above described, the magnet coil 153 is connected directly to the hot side 309 of the battery 310, and thus the directional lights may be operated regardless whether the ignition switch is on or off. Such an arrangement may be desirable since, when the vehicle is stopped on a highway, the directional lever 132 may be turned to cause the appropriate lights to blink as awarning to motorists moving in both directions, without danger of damage to the ignition points such as might occur if the ignition switch were turned on and the engine not running.

However, some people prefer that the directional lights be inoperative when the ignition switch is off, and for them the various circuits may be modified as shown in Fig. 40, wherein the ignition switch 460 is interposed between the battery 310 and the magnet coil 153 and is connected to the former by a wire 462, forming part of the original vehicle assembly, and to the latter by the wire 307. The operation with such modified circuits will be readily understood from the foregoing.

Some vehicles are equipped with key switches which have two on positions, one for ignition and accessories including directional lights and the other for controlling accessories alone, including directional lights. In such vehicles, the circuits can include the accessary position of the key without danger of damage to the ignition points. I

k The casing base 46 is formed with a mounting extension 464 having a hole 465 for the reception of means 466 for fastening and grounding the same on the chassis or other suitable part of the vehicle, and is also formed with an aligning extension 467 with a hole 468 for the reception of an aligning screw 469 threaded in a tapped hole 470 in the arm 471 of the mounting spider 40. The screw 469 forms a part of the kit, but is used only during installation of the vehicle. Its sole function is to initially lock the switch arm 52 in neutral position so that the switch arm contact tip 64 is centered between the contact unit lugs 96 and 98 when the steering wheel, and consequently the steering arm nut 25 and shaft 26, is in neutral position. When under these conditions the clamp 20 is secured on the nut 25, the installer removes the screw 469 so that the switch arm will always be in neutral position when the steering wheel is in neutral position, and will turn left and right when the steering wheel so turns.

A modidfied self-canceling switch mounting assembly is shown in Figs. 34 and 35, and comprises a mounting C-strap 472 whose web 474 is clamped between the nut 25 and the steering arm 27 about the rock shaft 26 to rock therewith, said strap being secured as at 476 to a second C-strap 478 riveted to a pivot stud 480 which rotates therewith. The strap 472 may have end channels 481 to prevent relative rotation between the straps. The stud 480 is journaled in a bushing 482 threaded in the base 484 of a switch housing 486 containing the switch 50, and a rubber gasket sealing ring 488 in a groove in the stud engages the bushing. The peripheral wall 492 of the housing 486 has near its rim 494 an inner ledge 496 on which seats a rubber gasket 498 engaged by a metal or the like disc 500 and the rim is peened over at 502 11 against the disc to seal the housing. The switch 50 within the housing may be the same as that abovedescribedl' In some installations, notably military tanks and tractors, no steering wheel is used, the steering being done by means of the left and right brakes. Inasmuch as the automatic return of the directional lever to neutral position when the vehicle resumes a straight course, according to my invention, does not require the mounting of the lever in association with the steering column, it follows that a military tank or tractor poses no problem in this respect, the directional lever and associated mechanism being provided with suitable mounting means such as a mounting bracket mountable on a panel or otherwise at any point within convenient reach'of the driver. Fig. 36 shows fragmentarily the steering gear and transmission housing 506 of such an installation, with a bell-crank lever or rock plate 508 secured to a shaft 510' of the steering mechanism by a nut 512 such as may be used to secure a steering arm if such an arm were to be used. The plate 503 is connected as by cables 514 to the respective brake levers (not shown), so that depression and release of the levers will produce the same results respecting self-cancellation as turning the'steering wheel in a vehicle equipped therewith.

Some military tanks and tractors and very large-military trucks are equipped'with two sets of steering installations, and two drivers man such vehicles, the co-driver taking control with his equipment without the necessity of moving the other driver when the latter is wounded or otherwise incapacitated in transit. In such vehicles oneself-canceling switch-unit and two independent directional mechanisms may be provided, one for each steering mechanism, with a common set of directional lights.

The self-cancelling switch housing base 484 is formed with a mounting extension 520 having a hole for the reception of a bolt 524 to mount and ground the housing on the chassis or other suitable part of the vehicle, and is also formed with an aligning extension 526 with a hole 528 for the reception of an aligningscrew 530 adapted to be threaded into a tapped hole 532 in the mounting member 478. The purpose of this construction is the same as that described above in connection with Figs. 2 to 6.

A modified directional lever and associated casing or cover assembly is shown in Figs. 37, 38 and 39. One of the purposes of this construction is to provide a watertight assembly, and, to that end, the casing 540 comprises a pair of cover parts 542 and 544 recessed at one end to provide a preferably circular opening with a groove 546. A preferably rubber sleeve 548 is tightly fitted'at one end 549 about the directional lever 132 and has its other end 550 enlarged, with an outer peripheral bead adapted to be forced. by a steel or other suitable band 552 tightly into the groove 546. A gasket 554 between the remaining rim portions of the cover parts 542 and. 544 completes the sealing ofthe casing, the parts being held in assembly as by screws 556.

The casing 540 may have a tell-tale lamp glow window and also an enlargement 560 to house the flasher unit 3-36, and may be formed like that abovedescribed for assembly of a steering column clamp 139. therewith. The casing 540 may also include a threaded sleeve 562 enclosing prongs (not shown) for connection with sockets in a cable (not shown), corresponding to the harness above described, and, where no steeringcolumn is present, as on a military tank, for example, or'where it is desired for any reason to mount the casing on another part of the vehicle with the directional lever in convenient reach of the driver, a mounting bracket 564 for that purpose may be secured to the sleeve (Fig. 39).

A modification of the switch 50.is shown at 570 and comprises a switch arm 572 fixed to the pivot stud 42 and having a contact end 574 projecting through an elongated notch 576 in-aflange 578 of the channel-shaped intermediate portion 580 of a sub housing body 582 of insulationmaterial, the other flange 584 confronting the free tip of the arm. A slide 586 is disposed between and guided by the flanges 578 and 584, and between the arm end 574 and the channel web 588, and comprises a strip 590 of insulation material in which are fixed two rivet-like contacts 592 and 594, the heads of each rivet projecting beyond the strip faces. A strip 596 of insulation material is disposed between the body 582 and the casing base 46, and screws 598 passing slidably through the body and strip hold them in assembly with the casing 47. A stationary contact 600 fixed to the channel web 588 anchors a wire terminal 602 at the outside of the body 582 and is flush with the inner face 604 of the web. Springs 606 under pressure between the screw heads 608 and the body 582 maintain the contacts 592 and 594 under pressure with the web 583 and the strip 596. The spacing of the contacts 592 and 594 is such that they cannot under any circumstances simultaneously touch either the arm end 574 or the stationary contact 660, and depending on circumstances hereinafter noted, selectively one or the other or neither of them may touch the arm and/or the stationary contact.

The switch 570 is closed when one or the other of the contacts 592 and 594 touches both the arm end 574 and the stationary contact 600, and is open at all other times.

With the switch 570installed as above noted in connection with the switch 50, the screw 469 having served its purpose and having been removed, it will be apparent that whenever the vehicle travels on a straight (i.e'., neutral) course, the arm end 574 and slide 536 are stationary, and the switch is open (Figs. 41, 46, 47). Whenever a turn is made, the steering wheel is of course turned in the corresponding direction, as is also the switch arm 572, the end 574 of which moves away from proximity to the stationary contact 600, and will have no effecton the slide 536 (which is frictionally held by reason of the pressure of the springs 606) until the end encounters the slide contact it is approaching, and then only if the arm continues to move, in which event said end will move the slide with it (against the spring resistance). The-switch 570 is designed to close only pursuant to return movement of the arm 572 toward neutral position and then only when the arm end 574 is in touch with one of the slide contacts 592 and 594 while that slide contact is in touch with the stationary contact 600. It follows that the arm' 572 must, in its movement away from neutral position, turn through an angle of suflicicnt size to insure shift of the slide 586 to such an extent that the slide contact not engaged by the arm end 574 will come to rest in touch with or past the stationary contact 600. It is also desirable that a relatively slight turn, such as frequently takes place without any intention of changing the main direction of travel, will not bring about conditions causing closing of the switch upon neutralization of the steering wheel from such relatively slight turn. The design and arrangement of the parts may be varied to enable the-switch 570 to be effective for all turns in excess ofany predetermined angle.

Assuming that, at' the completionof a left turn of the steering wheel, the slide contact 594 isin touch with the stationary contact 600 (Fig. 48), or has passed to the other: side-of and is out of touch with the stationary contact, it follows that ineither event the switch 570 is: open. Now as the steering wheel is turned clockwise toplace thevehicle on a straight course in the new dirction,.the arm end 574 recedes from the slide contact 592 and encounters the slide contact 594, and ifith'en'(or when, as the arm continues) the slide contact 594 touches the stationary'contact 600', the switch 570'is closed (Fig. 49). This encounter takes place before completion of the return or neutralization of the steeringwheel; When such completion occurs, the slide contact 594 willhave passed to a position (Fig. 50) slightly beyond the stationary contact 600, so that the switch 570 will be open. It is thus'apparent that the switch 570 is closed for but a moment, and then only after initiation and before completion of the neutralizing movement of the steering wheel.

Upon any turn of the vehicle to the right throughout an angle of adequate size instead of to the left as supposed above, the operation and relative positions will be as noted above, with the directions of movement and the roles of the slide contacts 592 and 594 are reversed.

A further modified shut-off switch arm structure for use with the switch 570 is shown at 612 (Figs. 42 to 46, 51, 52), and comprises a drive member 614 fixed to the stud 42, a driven member 616 having the function of the arm 572 and disposed about and rotatable relative to the stud, and a spring 618 arranged to yieldably transmit rotary motion of the stud to the driven member. The spring 618 is coiled about the stud 42 and its end portions or arms 620 and 622 are arranged to straddle, and to be received in notches 624, 626, 625, and 630 in, radially spaced lugs 632 and 634, projecting from the respective members 614 and 616.

The switch arm structure 612 is useful in an installation involving space limitations restricting the throw of the driven member 616, and enables the drive member 614 to overrun the driven member in each direction. When the steering turns left (i.e., counter-clockwise), the spring portion 620 is forced by the lug 632 to turn with the drive member 614 and stud 42, whereupon the spring portion 622, exerting pressure on the lug 634, causes the driven member 616 to turn in the same direction. Should the drive member 614 move through a greater angle than space limitations will permit of the driven member 616, the contact end 574 of the latter being stopped as by engagement of the slider 586 with the abutment 638 on the sub-housing 582, the drive member will overrun the driven member without damage to or by the driven member, and the only effect of such overrun will be the widening of the space between the spring portions 620 and 622 and consequent stressing or loading of the spring 618 (Fig. 52). When the steering wheel turns right, the operation is the same except of course that the roles of the spring portions 620 and 622 are reversed and the body abutment 649 or other abutment instead of the abutment 638 may come into play. When the angle of turn of the drive member 614 does not exceed the angle of turn of the driven member 616, said members move as one.

Whatever type of shut-E switch is used, it is desirable that it not be capable of closing pursuant to slight turns of the steering wheel. For example, when the vehicle is approaching a corner at which the driver intends to turn, he will move the turn signal control lever 132 in the corresponding direction when the vehicle is a substantial distance from the corner, to warn others of his intention to make the turn. As he proceeds toward the corner, he may slightly turn the vehicle momentarily in the direction opposite to that of the corner turn, due to an obstruction or unevenness of terrain or any other cause, without essentially changing the generally straight course of the vehicle toward the corner, and it would be a nuisance to the driver and a disservice to those entitled to warning if such a slight turn were such that when the vehicle returned'to the straight course the switch were to close and thus turn off the turn signal lights, so that the driver would be put to the bother of again moving the lever 132 to reinstate the signal. Accordingly, whatever shut-off switch is used, it is designed so that such slight turns, when neutralized, will not close the switch and the several selfcanceling switches are so designed as to preclude the inception of a condition necessitating closing under such circumstances.

Various modifications coming within the spirit of my invention may suggest themselves to those skilled in the art, and hence I do not wish to be limited to the specific forms shown or uses mentioned, except to the extent indicated in the appended claims, which are to be interpreted as broadly as the state of the art will permit.

1 claim:

1. A switching mechanism, comprising a fixed switch contact, a slider carrying a pair of projecting mutually insulated contacts selectively engageable with said fixed contact, and a movable switch contact arm projecting between and selectively engageable with said slider contacts, said arm having a neutral position in which it provents engagement between said fixed contact and each of said slider contacts, said arm being movable from its neutral position to an extent such as to bring one slider contact into touch with said fixed contact, said arm during a portion, only, of the latter part of its return movement toward neutral position touching said one slider contact while said one slider contact is in touch with said fixed contact.

2. The structure of claim 1, and means for preventing movement of said slider except by said arm.

3. A switching mechanism, comprising a fixed switch contact, a slider carrying a projection and an insulated contact spaced from said projection, said slider being selectively movable to effect engagement and disengagement of said slider contact with said fixed contact, and an actuator for said slider, said actuator comprising a switch contact arm between and selectively engageable with either or neither of said slider projection and slider contact, said arm in a predetermined position preventing engagement between said contacts and being operative to engage said projection and move said slider in a direction to effect engagement between said contacts, said arm during the penultimate part of its return movement toward said predetermined position touching said slider contact to close the switch.

4. A switching mechanism, comprising a pair of insulation members, an insulation slider between said members, said slider having a pair of mutually spaced contacts, each contact projecting from opposite faces of said slider toward the respective members, means resiliently biasing said slider contacts into sliding engagement with one of said members, a switch contact fixed to said one member and selectively engageable with said slider contacts and adapted also to occupy a position between and out of touch with each of said slider contacts, and a switch contact arm constantly out of touch with said fixed contact and confined between said slider contacts, said arm in neutral position preventing engagement between said fixed contact and each of said slider contacts and being operative in its movement away from neutral position to effect engagement between said fixed contact and one of said slider contacts and during return movement to touch said one contact and thereby close the switch from said fixed contact to said contact arm.

5. A switching mechanism, comprising a vehicle steering shaft, a switch contact member, circumferentially yieldable means for transmitting rotary motion of said shaft to said member, a fixed switch contact, and a slider having mutually insulated contacts straddling and in the opposite paths of movement of said member and selectively engageable with said fixed contact and said member, each slider contact being out of touch with said fixed contact when said steering shaft is in neutral position, one of said slider contacts being simultaneously in touch with said fixed contact and said member only during the latter part of the return movement of said shaft to neutral position.

6. The structure of claim 5, and means for preventing accidental movement of said slider.

7. A switching mechanism, comprising a vehicle steering shaft, a switch contact arm loose about said shaft, a crank fixed to said shaft, a spring coiled about said shaft, said arm and crank each having a lug, said lugs being radially spaced relative to said shaft, said spring having arms straddling said lugs so as to yieldably transmit rotary motion of said shaft from said crank to said contact arm, a fixed switch contact, and a slider having mutually insulated contacts straddling and in the opposite paths of movement of said contact arm and selectively engageable with said fixed contact and said contact arm, each slider contact being out of touch with said fixed contact when said shaft is in neutral position, one of said slider contacts being simultaneously in touch with said fixed contact and said contact arm during the latter part of the return of said shaft to neutral position.

8. The structure of claim 7, said lugs having pockets in which said spring arms are sprung to resist escape of said spring arms.

9; in a vehicle directional switching system, a fixed switch contact, a slider carrying a pair of projecting mutually insulated contacts selectively engageable with said fixed contact, a movable switch contact arm projecting between and selectively engageable with said slider contacts, means for coupling the movement of the steering shaft of a vehicle to said movable switch contact arm, said arm having a neutral position when the steering shaft is in position to direct the vehicle in a straight line, said arm in said neutral position preventing engagement be tween said fixed contact and each of said slider contacts, said slider contacts respectively being in the path of movement'ofsaid arm in opposite directions from said neutral position, said arm being movable in one of said directions from neutral position upon turning of the vehicle steering shaft in one direction to bring the arm into engagement with one of said slider contacts which moves the slider into position where the other slider contact is in engagement with said fixed contact, and being movable in the other of said directions from neutral position upon the turning of the vehicle steering shaft in the direction to bring the arm into engagement with said latter slider contact which moves the former slider contact into engagement with said fixed contact, said arm during its return movement to a neutral position by return movement of the vehicle steering shaft touching the slider contact which engages the fixed contact, and means responsive to engagement of said arm with the slider contact which is in engagement with the fixed contact for cancelling the directional signal of said directional signaling system.

10. in a vehicle directional signaling system including means for giving respective vehicle si nals indicating right and left turns, a fixed switch contact, a slider having spaced contact means, the slider being selectively movable to effect engagement and disengagement of said slider contact means with said fixed contact means upon movement thereof in either direction from a neutral position, an actuator for said slider for moving said slider, means responsive to movement of steering mechanism of said vehicle into left and right hand turn positions respectively for operating said actuator respectively to move said slider in said respective directions away from said neutral position, said actuator including a switch contact arm which engages the contact means which is in engagement with said fixed switch contact only upon return movement thereof to its position which returns the slider to its neutral position, and means responsive to engagement of said switch arm with the slider contact means which is in engagement with said fixed switch contact for cancelling the directional signal indication.

References Cited in the file of this patent UNITED STATES PATENTS 1,902,700 Hadano Mar. 21, 1933 2,108,454 Steinman Feb. 15, 1938 2,490,948 Coulter Dec. 13, 1949 2,535,384 Batt Dec. 26, 1950 2,617,902 Lincoln et al Nov. 11, 1952 2,656,426 Dibelka Oct. 20, 1953 2,673,905 Butler Mar. 30, 1954 FOREIGN PATENTS 681,956 Great Britain Oct. 29, 1952 448,844 Germany Aug. 30, 1927 477,021 Germany June 3, 1929 477,476 Germany June 10, 1929 

